Ship propulsion device



J. T. YEAGER, SR 3,359,735

SHIP PROPULS ION DEVICE Dec. 26, 1967 Filed July 27, 1966 'Hlll llll 1 a5 a9 75 l L I x 1 I z 1", 1b b4 j 20 6 4 Z f8 2 12 r. 2 ii {1-11 M; 1 1

Inventor JOSEPH 7'. Yqsmse 5/2.

(Ittorneg! United States Patent 3,359,735 SHIP PROPULSION DEVICE Joseph T. Yeager, Sr., 37 Stevenson Ave., Trenton, NJ. 08619 Filed July 27, 1966, Ser. No. 568,202 Claims. (Cl. 60-221) This invention relates to propulsion means for ships. More particularly, the invention has reference to a propulsion means so designed as to receive water flowing into an intake duct opening from the ship below the water line, and further designed to force said water into an outlet duct from which the water is expelled in such manner as to propel the ship in the desired direction.

The present application is a continuation in part of my copending application Ser. No. 428,464, now abandoned, filed I an. 27, 1965.

The main object of the present invention is to provide a new system for marine propulsion that will be effective to drive a vessel more efliciently, at lower cost.

Another object of importance is to provide a device of the character stated that will be especially well suited for propelling vessels in shallow waterways.

Still another object is to provide a device of the character described that will be of simple design, rugged, and

'capable of operation for long periods of time without 'need of maintenance or repair.

Still another object of importance is to provide a device of the character stated which will occupy a minimum of space within the vessel, in relation to the amount of power delivered thereby when in use.

Still another object is to provide a marine propulsion means that will be free of the normal difliculties encountered in conventional propeller type propulsion devices, as for example cavitation or propeller slippage.

Still another object is to provide a device of the character stated in which repairs at sea will be unnecessary.

Other objects will appear from the following description, the claims appended thereto, and from the annexed drawings, in which like reference characters designate like parts throughout the several views, and wherein:

FIG. 1 is a side elevational view of a marine propulsion device according to the present invention, a vessel in which the device is mounted being illustrated fragmentarily;

FIG. 2 is an enlarged view partly in side elevation and partly in longitudinal section, showing the marine propulsion device, the dotted lines showing a piston assembly in its upper extreme position and in full lines in its lower extreme position;

FIG. 3 is a transverse sectional view on the same scale as FIG. 2, taken substantially on line 3-3 of FIG. 2, portions being broken away; and

FIG. 4 is a transverse sectional view substantially on line 44 of FIG. 2, on the same scale as FIG. 2, portions being broken away.

Referring to the drawing in detail, the reference numeral 10 refers generally to the marine propulsion device constituting the present invention.

This can be mounted in any of various types of vessels, although it may be of interest to note that it is especially well adapted for use in powering vessels of the twinhulled, hydroplane type. The propulsion device is not, however, limited to use in this particular type of vessel.

The marine propulsion device 10, in the illustrated embodiment, includes an upstanding, cylindrical outer casing that comprises a body 12 and a cover 14 having registered contacting flanges 16, 18 respectively, fixedly secured together by means of bolt and nut means 20.

The body 12 is mounted fixedly in an upright position, as for example by means of a base flange 22 secured by Patented Dec. 26, 1967 "ice bolts 24 to the keelson K or other suitable structural component of the vessel V in which the device is mounted.

Body 12 is of constant diameter in the illustrated embodiment, and is formed open at its flanged upper end. When domed cover 14 is applied thereto, however, the body is closed by the cover so that the outer casing 10 is fully closed, when in use, except for the provision of an intake fitting 26 and an outlet fitting 28 extending laterally from the body 12 in Vertically offset relation.

At this point, it is important to note that the device is preferably located in the lower portion of the vessel, as for example upon the keelson, due to the fact that the water line W should be slightly above the uppermost portion of the intake 26. The outlet 28, however, is vertically spaced upwardly from said water line, as clearly shown in FIG. 1.

In the illustrated embodiment, the intake and outlet fittings 26,, 28 are provided with connecting flanges 30, 32 respectively, secured to cooperating flanges 34, 36 provided upon the adjacent ends of an intake duct 38 and an outlet duct 40, respectively. Duct 38 extends downwardly from the casing 10 in a direction toward the bow of the boat, in an inclined position. Duct 40 extends downwardly, in an inclined position, from the device in a direction toward the stern of the vessel.

For the purposes of the present application, it is believed unnecessary to show the complete propulsion system of the vessel in its entirety, that is, the means at the front end of the intake duct 38 for scooping up water, or the means into which the outlet duct 40 opens, designed to provide an outlet for the water under pressure below the water line of the vessel, for propelling the vessel in a forward direction. Such construction, more properly, is believed to be a separate invention adapted to be covered in a separate patent application. For the purposes of the present application, the invention may be considered as residing in the marine propulsion device designed to effect movement of water through the inlet or intake duct 38, upwardly within the casing, and then outwardly through the duct 40 under pressure suflicient to produce a jet action when the water is expelled for the purpose of propelling the ship.

Within casing 10, I provide a vertically reciprocating piston assembly generally designated 42. In full lines in FIG. 2, this is shown in its lowermost position, While in chain dotted lines, the piston assembly is shown in its uppermost position. In its lower extreme position, the upper end of the assembly is disposed approximately at the center of the intake 26, while in its upper extreme position, the upper end of the piston assembly 42 is approximately on a level with the center point of the outlet fitting 28.

The piston assembly 42 is formed, at its lower end, with a substantially hemispherical piston head 44 periph erally secured to a flat closure plate 46. Plate 46 and head 44 cooperate to define a piston element of hollow formation and hemispherical shape. The piston element is completely hollow, but the interior thereof is divided into a plurality of non-communicating segmentally shaped chambers 50 by means of diametrically extending dividers. In the illustrated example, but not necessarily (see-FIG. 4) there are three dividers crossing at the center point of the piston element, and angularly spaced 60 degrees apart. Said dividers are welded or otherwise fixedly attached to the plate 46 and the head 44, so as to prevent leakage of fluid from one chamber 50 into the next adjacent chamber.

Communicating with each chamber is an inlet opening 52. Also in communication with each chamber is an up standing spill or outlet tube 54, vertically mounted upon plate 46 with the lower end of each tube mounted in an opening of the plate, so as to provide constant communication between each tube and its associated segmental chamber 50.

Also fixedly mounted upon the plate 46 and extending upwardly therefrom is a skirt 56. This is in slidable, wiping contact with the wall of the body 12, and is of a diameter equal to the diameter of the plate 46 and of the head 44.

Skirt 56 is fully open at its upper end, and as will be seen from FIG. 2, tubes 54 at their upper ends terminate well below the upper extremity of the skirt.

For the purpose of vertically reciprocating the piston assembly 42 between the full and dotted line positions shown in FIG. 2, I provide a pitman 58, having at its lower end a sleeve 59 embraced by bearings 60 that are rigid with and project upwardly from plate 46. A connecting pin 61 extends through registering openings of the sleeve 59 and bearings 60, so as to pivotally connect the lower end of the pitman to the plate 46.

At its upper end, pitman 58 is formed with a sleeve 62 receiving a connecting pin 64 carried by a disc 66 that is keyed to or otherwise made rotatable with a shaft 68 journaled in a bearing opening 69 provided in cover 14.

Shaft 68 extends from a prime mover, not shown, such as an internal combustion engine, which rotates the shaft at selected speeds to produce the vertical reciprocation of the piston assembly 42.

In use, and assuming that the vessel is not in motion, water will fill the intake duct 38 which is in continuous communication between the exterior of the ship below the water line and the interior of the casing. If there is atmospheric pressure within the casing, said water will fill the casing to a level just above the top portion of the intake fitting 26. If there is less than atmospheric pressure, as may often be the case, said water will move higher within the casing and may even fill the same. There would never, however, be more than atmospheric pressure within the casing, so that for the purposes of the present application it is sufiicient to note that at all times, even when the vessel is standing still, there will be water within the casing to a level above the intake duct 26.

Assuming now that the shaft 69 is rotated, and that the piston assembly was in its uppermost extreme position, the piston assembly will move downwardly to the full line position shown in FIG. 2. Since the casing below the piston assembly will be substantially full of water, water will flow into the apertures 52 as the piston assembly moves downwardly, filling the chambers 50 and flow-ing from said chambers 50 upwardly through the tubes 54.

The area of each opening 52 is less than the area of the tube 54 communicating with the chamber in which opening 52 is provided.

As the piston assembly 42 continues downwardly, it closes off the intake duct 26 momentarily, so that all the water below the intake duct is trapped. Most of the trapped water is thus forced into the openings 52, and then through chambers 50 into tubes 54.

The piston assembly now begins to move upwardly, carrying with it the major portion of the water forced through openings 52. As the piston assembly moves upwardly, some of the water which was previously forced into the chambers through the openings 52 will tend to move back outwardly through said openings 52. However, for the most part said water will be carried upwardly within the skirt 56.

With the piston assembly in its upper extreme position as shown in chain dotted lines in FIG. 2, additional water will immediately flow into the lower portion of the casing below the piston assembly, through the intake duct 38 even though the vessel still has not moved forwardly. This results from the fact, as previously noted, that the intake duct 38, over its full length, is below the waterline W.

On the next downstroke of piston assembly 42, the greatest part of the water therebelow will again be forced into the openings 52, and up through the tubes 54- to the area above plate 46.

Once again, when the piston assembly is raised, it will carry upwardly with it the Water forced through the openings 52, or at least the greatest part of said water, a small amount of the water being permitted to flow back out through the Openings or apertures 52 during said upstroke of the piston assembly.

This continues, until a head of water is built up above the piston assembly, and is forced out of the outlet fitting 28. Water forced out of the outlet duct 28 is expelled from the vessel in jet form, so as to impart forward movement to the vessel.

When the vessel moves forwardly, water is caused to flow into the duct 38 under increased velocity and in an increased quantity, since the forward movement of the vessel causes the water to be scooped up, and then to flow upwardly within the duct 38 at a speed the value of which has a relationship to the value of the forward speed of the vessel.

By reason of this arrangement, whenever the piston 42 is in its lower extreme position, water will fiow into the casing from intake fitting 26 into the area above the piston assembly 4-2. This water will be added in volume to the volume of water already above the piston assembly so as to become part of the pressure head of water used to propel the ship in a forward direction. It will be observed that there is no tendency on the part of water to be forced out of the device through the intake duct, since the intake duct will at all times be full of water, even when the vessel is standing still, with the water in the intake ducts being at least under atmospheric pressure. When the vessel is moving forwardly, the pressure within the intake duct is even greater. Therefore, water will only flow into the device through the intake duct, and will never flow out of the device, except through the outlet duct 28. The continued operation of the piston assembly, starting with the vessel in a standing position, progressively builds up the pressure head above the piston assembly and within the outlet fitting and ducts 28, 40, until the necessary pressure is generated to propel the vessel in a forward direction.

Construction has many advantages, among which are the simplicity of the device, the substantial power developed thereby in relation to the amount of fuel consumed by the prime mover, the lack of valves and similar mechanisms, and the adaptability of the device to make use of the forward motion of the vessel to aid in maintenance of the pressure head within the casing. Still further, the device is of relatively compact construction considering the amount of propulsive power developed thereby, and has a minimum of moving parts.

The particular construction of the piston assembly is of importance, in this regard. The piston assembly itself does not have any moving parts, being valveless. Due to the provision of a plurality of separated chambers 50, a balanced action is afforded, so as to equalize the load on the piston assembly components throughout the area thereof. In this regard, the provision of inlet openings 52 smaller than the outlet openings defined by the tubes 54, assures the rapid build-up of the pressure head above the piston assembly, since the upstroke of said assembly will carry with it the greatest part of the water previously forced into the chambers 56 and upwardly through tubes 54. Further, the provision of the tubes 54 extending upwardly within skirt 56 insures further build-up of the pressure head with desirable rapidity, due to the fact that the water initially forced upwardly through the tubes 54 will surround the tubes below the upper extremities thereof, in the receptacle or cup defined by the skirt 56. Further, when the device is in full operation, the skirt 56 provides a desirable container or cupped feature, tocarry water upwardly.

It is also desirable, as shown, to utilize a hemispherical lower end on the piston'assembly, to minimize resistance to the downward movement of the assembly. At the same time, the curved formation of the head 44, in which openings 52 are formed, has the desirable result of H"- setting the openings 52 vertically from the tubes 54. This causes water to assume a tortuous path as it moves upwardly through the openings 52, then through chambers 50, and then upwardly through tubes 54. Because it follows said path, it will be effectively retained, and will not tend to fall back through openings 52 as readily as it otherwise might, during the upstroke of the piston assembly.

It is believed apparent that the invention is not necessarily confined to the specific use or uses thereof described above, since it may be utilized for any purpose to which it may be suited. Nor is the invention to be necessarily limited to the specific construction illustrated and described, since such construction is only intended to be illustrated of the principles of operation and the means presently devised to carry out said principles, it being considered that the invention comprehends any changes in construction that may be permitted within the scope of the appended claims.

I claim:

1. A marine propulsion device comprising, in combination with a boat hull, and with water intake and discharge ducts having an inlet and outlet, respectively, opening through said hull below the water line thereof:

(1) an outer casing mounted in said hull in communication with the inlet end of the discharge duct and the outlet end of the intake duct;

(2) a piston reciprocable in said casing and dividing the same into an intake chamber communicating with the intake duct and a discharge chamber communicating with the discharge duct, said piston being formed with a head including a plate extending across said casing in slidable engagement at its periphery therewith, said head further including a plurality of spill tubes extending from said plate into the discharge chamber and forming at least in part passages extending through and providing constant communication between opposite ends of the piston, whereby when the piston is operated in one direction water entering the casing through the intake duct will be trapped in the intake chamber and will flow through the passages into the discharge chamber to be retained by said plate, said passages being so formed that when the piston is operated in the opposite direction water will be forced by the piston from the discharge chamber into the discharge duct; and

(3) means connected to the piston for reciprocating the same.

2. A marine propulsion device as in claim 1 wherein said head is divided into a series of separate compartments each of which forms part of a passage through the piston.

3. A marine propulsion device as in claim 2 wherein said head has an inlet aperture at one end of each compartment providing communication between the compartment and the intake chamber, and an outlet aperture at the other end of the compartment providing communication between the compartment and one of said spill tubes.

4. A marine propulsion device as in claim 3 wherein said piston further includes a skirt extending about said tubes from the piston head to define a cupped portion on the piston opening at one end toward the discharge chamber, said tubes being disposed wholly within said cupped portion and terminating inwardly from the open end thereof.

5. A marine propulsion device as in claim 4 wherein said head is of approximately hemispherical shape including a rounded end facing toward the intake chamber and a flat end defined by said plate facing toward the discharge chamber, said plate constituting a base for said tubes and defining the bottom of said cupped portion.

6. A marine propulsion device as in claim 5 wherein the inlet apertures of said piston head are formed in the rounded end of the head.

7. A marine propulsion device as in claim 6 in which the area of the inlet apertures is less than the area of the spill tubes.

8. A marine propulsion device as in claim 1 in which the piston, when at the end of its stroke in said one direction, exposes the intake duct at least partially to the discharge chamber.

9. A marine propulsion device as in claim 8 in which the piston, when at the end of its stroke in the opposite direction, partially closes the discharge duct from communication with the discharge chamber.

10. A marine propulsion device as in claim 9 wherein said discharge and intake ducts open into the casing through the side wall thereof, at locations inward from the respective ends of and spaced longitudinally of the casing.

References Cited UNITED STATES PATENTS 1,461,691 7/1923 Tulloch -14 FOREIGN PATENTS 1,273,637 9/1961 France.

CARLTON R. CROYLE, Primary Examiner. 

1. A MARINE PROPULSION DEVICE COMPRISING, IN COMBINATION WITH A BOAT HULL, AND WITH WATER INTAKE AND DISCHARGE DUCTS HAVING AN INLET AND OUTLET, RESPECTIVELY, OPENING THROUGH SAID HULL BELOW THE WATER LINE THEREOF: (1) AN OUTER CASING MOUNTED IN SAID HULL IN COMMUNICATION WITH THE INLET END OF THE DISCHARGE DUCT AND THE OUTLET END OF THE INTAKE DUCT; (2) A PISTON RECIPROCABLE IN SAID CASING DIVIDING THE SAME INTO AN INTAKE CHAMBER COMMUNICATION WITH THE INTAKE DUCT AND A DISCHARGE CHAMBER COMMUNICATING WITH THE DISCHARGE DUCT, SAID PISTON BEING FORMED WITH A HEAD INCLUDING A PLATE EXTENDING ACROSS SAID CASING IN SLIDABLE ENGAGEMENT AT ITS PERIPHERY THEREWITH, SAID HEAD FURTHER INCLUDING A PLURALITY OF SPILL TUBES EXTENDING FROM SAID PLATE INTO THE DISCHARGE CHAMBER AND FORMING AT LEAST IN PART PASSAGE EXTENDING THROUGH AND PROVIDING CONSTANT COMMUNICATION BETWEEN OPPOSITE ENDS OF THE PISTON, WHEREBY WHEN THE PISTON IS OPERATED IN ONE DIRECTION WATER ENTERING THE CASING THROUGH THE INTAKE DUCT WILL BE TRAPPED IN THE INTAKE CHAMBER AND WILL FLOW THROUGH THE PASSAGES INTO THE DISCHARGE CHAMBER TO BE RETAINED BY SAID PLATE, SAID PASSAGES BEING SO FORMED THAT WHEN THE PISTON IS OPERATED IN THE OPPOSITE DIRECTION WATER WILL BE FORCED BY THE PISTON FROM THE DISCHARGE CHAMBER INTO THE DISCHARGE DUCT; AND 